Truck for rail vehicles



0d. 1, 1946. A 5 KROTZ TRUCK FOR RAIL VEHICLES v Filed June 29, 1943 V 2Sheets-Sheet l Will/lill.

m NBR ITYW ZE-7572272?- H/ in Y5176151222 ,-5 'hm y? oct. 1, 1946.4 A,s, KROT'Z 2,408,520

TRUCK FOR RAIL VEHICLES Filed June 29, 1943 2 Sheets-*Sheet 2 infn/ba...H/L/i 512550Z? Patented Oct. 1, 1946 fnlvins.Krtnnkmmohiaassigmr toTheBlF. f l

Goodrich Company,y New York, N. Y., a corporau,

, tion of New York` Application J'unev 29, 1943, Serial No.` 492,682

vcontact of the journal boxes with the side frames,

to provide improved braking of the wheel, and to provide adjustment ofthe Vcushioning means.

These and other objects will appear from .the .following description andtheaccompanying drawings, L

Of the drawings, Fig. l is a side elevation of a rail-trucklconstructedinaccordance with and embodying the invention, parts being broken awayand parts shown in section. y Y

Fig. 2 isa plan view thereof, one`side being broken away.

Fig, .3 isa sectional view taken on line 37-3 of Fig. l

Fig. 4 is a sectional View taken on line lla-4 of Fig. l.

Fig. 5 isa detail partly in section showing a modified constructionofthe torsion cushioning means. v l

Fig. 6 is a sectional view thereof, taken online Ali-- 0f Fig. 5.

Fig. 7 is a detail viewof another modification of the invention,showingvthe torsion cushioning means, parts being broken away and partsshown in section.

Fig. 8 is a cross-sectional view taken on'line 8 8 ofFig. '7.

Fig. 9 is a detail View showing a stillfurther modification of theinvention, parts being broken away and parts shown in section.

Fig. 10 is a detail view showing another modication ofthe invention.parts being broken away l. and parts shown in section. Y

Fig. 11 is a side elevation of a further modification of the invention.

Fig. 12 is a plan viewV thereof, partly broken away and partly insection. 1

Referring to the drawings, and firstto the embodirnent illustrated inFigs. 1 to 4 thereof, the .numeral IQ designates one of a pair of truckside frames, one side only of the truck beingl shownin View, partlybroken away and g eolaims.` (011105-190) .the drawings.' Each .sideframe is formed with inwardly extending guide brackets I I, I I. adaptedto guide a bolster I2. The bolster is suspended from the respective side.frames by hanger links I3, I 4 pivoted to the side frames, as at I5 andsupporting stirrups such as I6 which engage under the ends of thebolster in fulcrum notches such as I'I. The arrangement is such that thebolster has limited floating movement cross-wise of the truck but isrestrained against foreand- Aaft movement by the guide brackets II whichclosely flank its vertical sides. Preferably the fulcrum notches I1 arespaced farther'apartthan the pivots l 5 of the side frames so thatmovement of the bolster from its normal .position toward either sideframe such as would be induced by the centrifugal force4 due to travelabout a curved track is accompanied by elevation `of vthe end of thebolster adjacent that side frame thereby tilting a car (not shown)supported by the bolster toward the center of curvature of. the trackand causing the oor of the car .to assumea position more nearlyperpendicular to the resultant o f the .vertical load of ,objectsthereonand thev centrifugal force acting upon them. l o v .Forsupporting the vehicle from its truck and Vpermitting relative'rotational movement of the truck and thesupported car body in ahorizontal .plane,.the bolster I2.is.iormed with a center plate .2!! onits `upper surface surrounding a bearing- ZI l `for a king pin.. Outerside-bearing surfaces such as 22 are also provided on the bolster tocontact corresponding surfaces on the .car vbody during tiltingmovement. AThe entireweight. of the car is normally carried on thecenter plate and transmittedthrough 'the bolsterilZ and hangerv linksI3, I4 to the side frames I0. l

For transmitting the load from the side frames to the ,track throughtheusual car wheels such as 243 mounted on an axle `214 having end journals25, and at the Sametime holding the side frames in properly spacedrelation, and cushioning the load upon said wheels, brackets 26, 21 areprovided on. each side .frame fore .and aft of the bolster guidebrackets II. These brackets 26, 21 have horizontallydisposed throughbores 28 terminating at. their innermost margins in outwardly extendingflangesZS, the bores 28 of ybrackets of.' the opposite side frames beingin alignment ,on axes perpendicular to the side frames. Rotatablymounted in each opposite pair oibores 2B is the outer cylindrical shellorjhousing 3Q, 30', o f atorsion bushing member `having lspacing.langesl secured .thereto as by Welding. .The flanges .3| arey securedtolthe flangesv 29,

which they engage face to face, by removable bolts 33 arranged in acircle about the flanges. rlhe arrangement is such that the shells 30,which are of considerable diameter, act as cross-frame members to holdthe side frames in spaced-apart relation and may be rotated foradjustment as hereinafter described by removing the bolts 33 and turningthe shells to a new position, the bolts being equally spaced about theflanges for matching the flanges in a plurality of positions. y

Extending through the bore of each shell 30, 35 is a longer shaft 35, 35of smaller diameter enclosed by a bushing 3S, 35' of resilient rubber orother rubber-like material adapted to resist relative rotation of theshell and its shaft by torsional deflection. The rubber bushing isbonded to the outer shell 30 and to the shaft 35 and extends the lengthof the shell, the shaft being of greater length so as to ext/end beyondthe bushing and the shell at each end thereof. Each end of the shaft 35,which is preferably hollow, has an outer end surface portion 35Xserrated to adjustably engage a :torsion arm, such as the arms 48, 40'.Each torsion arm has an internally serrated hub 4| split at one side, asat 42 and provided with a clamp bolt 43 for clamping it to the shaft inan adjusted position. Each torsion arm normally extends substantiallyhorizontally, and, at a distance from the shaft 35, is formed with across passage 44 for engaging about a journal box 45, which in turn'engages about a journal 25 of a wheel axle. The arrangement is suchthat .parallel torsion arms fixed to opposite ends of the same shaft 35engage opposite journals of the same wheel axle 24 and transmit aportion of the load from the side frames through the torsion bushing 3Bto the wheels 23 0f a single axle 24, the second shaft 35 .transmittingthe remainder of the load in similar manner .to the wheels of axle 24',and the entire vertical load on the truck being transmitted to the fourwheels thereof through the torsion bushings and being cushioned thereby.

For providing for limited vertical movement of the wheels of one axlewith relation to each other, journal boxes 45 are preferably madesmaller than the through openings 44 of the torsion arms and are spacedfrom the vertical walls of said open- Aings by resilient blocks 55, 5|,of soft vulcanized rubber or other rubber-like material bonded byvulcanization or otherwise secured to the vertical faces of the journalboxe's45 and the through passages 44 facing them. These blocks supportthe load between the torsion arm 4|) and the journal 25 by shear stressof the resilient material and permit such vertical movement as isprovided. above 4and below the journal box by the space between the boxand the horizontal walls of the through passage 44. With thisconstruction a single springing unit in the form of the torsion bushingextending transversely of the truck transmits the entire load betweentwo wheels on the same axle and the body of the vehicle while the shearcushion mountings at the journal boxes compensate for slight differencesin the level of the rails or other forcestending to lift one wheelhigher than the other. While a live axle running in journal boxes hasbeen shown, the axle may be fixed in the journal boxes and the wheels bemounted for rotation about the axle if desired.

While the chief purpose of the side frames is` to transmit the load fromthe bolster to the shafts, the frames may also be employed for guidingand restraining movements of the torsion arms. For

this purpose the side frames IG may be provided with vertically disposedpedestals 6B, 6I, the pedestal 60 being disposed at one side of the arm40 more remote from shaft 35 than the journal box 45 and the pedestal 6|being disposed at the other side of the arm 40 less remote from shaft 35than. the journal box and closely flanking the enlarged portion of thearm 40 enclosing the journal box. A strap 62 is attached to and acrossthe lower ends of the depending pedestals to enclose the enlargedportion of arm 44 and limit its movement while bracing the pedestalsfrom each other.

For holding the shells 3G, 39' against rotation in addition to thebolted flanges 3|, 3|', and to hold adjustment of torsion on theresilient bushings when the bolts 33 are removed, and .to provideadjusting means, the shells 39, 30 are provided with depending arms 13,10 fixed thereto and having aligned openings at their lower ends throughwhich a draw rod 1| extends, Nuts 12, 12 arethreaded on the ends of therod beyond the arms. The arrangement is such that when the nuts aredrawn up against the arms 10, 10 the shear load on the bolts 33 isrelieved and these may be removed and replaced, or by drawing the nutsup further, the shells may be rotated to the next bolt position therebyincreasing .the .torsional loading, or backed off to relieve thetorsional loading.

To provide uniform braking of the wheels substantially independent ofthe amount of deflection of the wheel supporting arms 40, 40', the brakecontrolling mechanism is mounted entirely on the arms. For this purposea cross-rod has its ends secured to the outer ends of arms 40 atopposite sides of the truck, and a brake beam 8|, connecting arpair ofbrake shoes 82, one for engaging each wheel 23, is suspended therefromby links 83. Each torsion arm 40 is provided with an ear 89. Studs, suchas 84 on the same pair of arms 40 are xed to ears 89 thereon and asecond brake-beam 85, having brake shoes 86 at its ends, is suspendedfrom studs 84 by links 81, the arrangement being such that brake blocks82 and 86 engage the same wheel at approximately diametrically oppositepositions.

A cross-rod 83 has its ends rotatably secured in the ears 89 of oppositetorsion arms and has a lever arm 88a xed thereto. A lever 98 isfulcrumed at 9| on the lever arm with its opposite end pivotallyconnected at 92 to a link 93. The other end of link 93 is pivotallyconnected at 94 to one end of a lever 95, the opposite end of which ispivotally connected to a brake rod 91 at 95. Lever 95 is pivotallyconnected to brake beam 8|, as at |00, between its ends, and brake-beamis pivotally connected to lever between .the ends of the lever. Thebrake rod 91 may be connected to any suitable operating mechanism (notshown) such as the piston rod of a fluid pressure cylinder. Thearrangement is such that when the rod 91 is moved to the right in Figs.l and 2, the brake shoes 82 and 86 are pressed against the wheel. Thepivot points 80 and 84 are so arranged that the brake shoes normallyhang clear of the Wheel. As the brake control mechanism is carried bythe torsion arms, vertical movements of the torsion arms havesubstantially no effect upon operation of the brakes and do not affecttheir adjustment.

Referring to Figs. 5 and 6 of the drawings, in

this moriinoation of the invention ino shaft izo is identical inconstruction to the shaft 35 of Fig. 1 and is employed for the samepurpose. The torsion bushing |2| of vulcanized rubber or otherrubber-like material extends substantially from one serrated'end of theshaftto the other and is bonded to the shaft by 'vulcanization The outerhousing or shell, however, is comprisedV of semi-cylindrical housingmembers |22, |23 having radially turned flanges |24 adapted to extendface to face. These flanges are perforated to receive bolts or rivets|25'for securing the housing members together. The flanges extendthroughout a centralportion'of the housing but are omitted near the endsto provide unilanged cylindrical bearing portions |26, |21 to bear inthe bores 28 of side frame brackets 26, 21, and to receive flanges |28,|29, corresponding to the flanges 3|, 3|' of Fig. 2, and collars |30, 3|having arms |33, corresponding to arms 10, of Fig. 1.

The rubber torsion bushing 2| may be bonded as by vulcaniz-ation to thehousing members or not, but is preferably so bonded. In any event thebushing is so constructed as to be subjected to radial compression whenthe housing members are secured to each other about it. Where the rubberis not first bonded to the housing, the radial compression is dependedupon to hold the bushing frictionally from turning with relation to thehousing. The flanges |28, |29, and the collars |30, |3| may be welded orotherwise secured about the assembled housing.

The torsion arm |35 corresponds to the arms 40 of Fig. 1. Due to thefact that a pair of arms are connected to the shaft I 20 so that thewheels are deflected as a pair, this construction may be used in placeof the torsion suspension shown in Fig. 1 on a truck of the type theredisclosed.

The modification shown in Fig. '1 is also adapted to replace the torsionbushing suspension of Figs. 1 and 2. In this form of the invention thehousing or shell |40 is identical with'the shell 30 of Fig. 2 andhasflanges |4|, |42 secured thereto identical with ilanges 3|, 3| andalso bands |43, |44 secured theretofor providing locking arms identicalwith the bands |30, 3| of Fig. 5. In place, however, 'of a continuousshaft, a pair of separate shafts |45,"|46 are located in opposite endsof the housing, and separate bushings |41, 480i vulcanized rubberrorother resilient rubberlike `material are provided about the respectiveshafts within the housing and bonded by vulcanization tothe shafts andpreferably to the housing. Torsion arms |49, |50, are adjustably clampedto the serrated extending'ends of the shafts and support opposite endsof a wheel axle. The arms |49, |50 are formed with a cross passage, suchas |5| providing a clearance opening i for receiving a journal box |52in which the axle is journaled. A resilient bushing |53 surrounds thejournal boxe-nd 'is bonded to the arm |48 and the box |52. Y

YIn the form of the invention illustrated in Fig. 9, bearing plates |60,I6! are secured to* side frames |62, |63, and have aligned bores forreceiving a shaft |64 which extends therethrough and is adjustablyrotatable therein. rPhe ends of the shaft are serrated or splined, as at|65, |66 beyond 'the bearing plates.

correspondingly serrated locking collars |61, |68 are slidably mountedon the serrated ends of the shaft and have flanges which are adjustablysecured to the bearing plates against rotation by bolts |69. Thearrangement is Vsuch that the shaft may be rotated with respect to theframe vby removing bolts |69, removing-collars |61, |68, Y returningthem*r in an angularlyl advanced position vand then securing them to thebearing plates. The endsof shaft |64 are squared beyond the lockingcollars, as at |10 for receiving a Wrench to turn the shaft or hold itwhile making adjustments.

Extending about the shaft |64 in spaced relation thereto between thebearing plates, is a housing or shell 1| which may be of twosemi-circular sections, as shown. A resilient torsion bushing |12 ofvulcanized rubber or other rubberlike material is bonded to the shaft I64 and preferably to the housing |1| and extends therebetween from onebearing plate to the other to provide a torsional spring member. Torsionarms |15, |16 are fixed to the housing at opposite ends thereof and takethe place of the arms 40 of Fig. 1. These arms enclose journal boxes inthe same manner as the arms 40 of Fig. 1, and there rotatably supportthe axle |11 to which the wheels |18 are fixed. The arrangement is suchthat de- Flection of the arms |15, |16 under loading conditions rotateshousing |1| about shaft |64 which is locked to the frame, therebydistorting the resilient bushing |12. Initial tension of the bushing maybe adjusted by locking the shaft |64 against rotation, by use of awrench, removing bolts |60, rotating the shaft |64 by use of the wrenchto the desired position and then replacing the bolts |69. The bolts |69are arranged in a circle and adjustments of less than the angle betweenbolt holes may be made by shifting the locking collars on the serratedends of the shaft.

In the modification of Fig. 10. the shaft is identical with the shaft|64 of Fig. 9 and is mounted on the frame members in the same manner.About the central portion of the shaft, however, are two housingmembersJSi, |02 in spacedapartrelation each separated from the shaft bya torsion bushing, |83, |84, respectively. The torsion arms |85, |86which are identical vwith arms |15, |16 of Fig. 9, and vengage the wheelaxle in the same manner, are fixed respectively to the housing members|8|, |82.

In the form of the invention shown in Figs. 11 and 12 the load issupported on a bolster from the side frames as in Fig. 1. The numeral200 designates one of the side frames which are similar to the sideframes shown in Fig. l. The load is transmitted to the axles from theside frames by torsion arms 20|, 202 secured to the ends of parallelshafts 203, 204 which extend through adjustably rotatable shells orhousings 205, 206 fixed to the side frames. Resilient bushings 201, 208of vulcanized rubber or other rubber-like material are bonded to theshafts 203, 204 respectively, which they partially enclose, and to thehousings 205, 206 through whichthey respectively extend. The housingsare rotatively adjustable with respect to the side frames as in theembodiment 0f Fig. l, and have arms 25|, 252 xed thereto and anadjusting rod 209 extending therebetween as in the embodiment of Fig. l.The axles 2|0, 2H may be rotatably journaled in the arms 20|,202 or maybe journaled in bushings as in Fig. 8 or in floating journal boxessupported from the arms by rubber shear mountings as shown in Fig. 1.

` The brake controlling mechanism is suspended entirely from the arms20|, 202 and the housings 205, 206 in such manner as to provide aminimum alteration-of brake adjustment with deflection of arms 20|, 202or with rotational adjustment of. w

arranged at wheel 220 on arms 202. A lever 22H is fulcrumed on thebrake-beam 223 and one end thereof is pivotally connected to arm 2Q!while its opposite lower end is pivotally connected to a link 225. Alever 22S is fulcrumed on brakebeazn 222 and its lower end is pivotallyconnected to the link 22d while its upper end is pivotally connected toa link 227i. An arm 223 is fixed to the housing 265. A lever 229 ispivoted at the end of the arm 223 and extends vertically. The lower endof lever 2128 is pivotally connected to the upper end of lever 225 bythe link 221. A second arm 2.30 is fixed to housing 205 and a lever 235is fulcrumed thereon. One end. of the lever Esi which extendshorizontally is connected to the upper end of lever 22S by a link 23g,and the other end is pivotally connected to a link 233.

At the other axle of the truck, brake shoes 2 i6, 2id are similarlysupported from arm 261i by links and are adapted to be operated bylevers 2id, Zlll fulcrumedon the brake beams. These levers have theirlower ends pivotally connected by a link to each other. The upper end oflever 'ist is pivotally secured to arm 232. arm 25,5 is fixed to housinggli@ and has a Vertically disposed lever 246 fulcrumed thereon. Thelower end of 'lever 2&5 is pivotally connected to the upper end of leverZtl! y a link Elli'. The upper end of lever 2st is connected by a link'f2-lil to an equalizer lbar 24E, the other end of which is connected tolink 23d. The center of the equalizer bar is pivotally connected to abrake operating rod 255. The arrangement is such that movement of therod 25a to the right in Figs. 1l and l2 applies all the brakes to thewheels simultaneously. The fulcrum points of levers 22! and 24S arearranged'at the same radius from. the center lines of shafts 263, Zillirespectively, as the pivot points o1" the nearest ends of links 2H,

241, so that at any delle/:tion of arms 2M, 292

under loading, little if any movement of the brakes with relation to thewheels will occur, and rotational adjustment of housings 2%5, 206 willalso have only small ecct upon brake adjustment.

In any of the embodiments of the invention the entire vertical load iscarried by the resilient bushings in torsional shear and metallicsprings are avoided.

Variations may be made without departing r from the scope of theinvention as it is defined by the following claims.

I claim:

l. A truck :for a rail vehicle comprising e. bolster for supporting thebody of a vehicle, a frame structure from which said bolster issuspended, a tubular housing adjustably iixed to said frame structureand extending laterally of the truck from side to side thereof toconstitute a frame member, a shaft extending axially within saidlio-using, a resilient torsion bushing bctween said housing and saidshaft, said bushing being fixed to said housing and said shaft fortorsional flexing, a rail wheel, and an arm adjust. ably ilxecl to saidshaft and having a journal for engaging the axle of said wheel.

2. A truck for a rail vehicle comprising a bolster for supporting thebody of a vehicle, a frame structure from which said bolster issuspended, a tubular housing adjustably fixed to said frame n structureand extending laterally of the truck shaft, said bushing being fixed tosaid housing and said shaft for torsional exing, a rail wheel, and anarm adjustably xed to said shaft and having a journal box for engagingthe axle of said wheel, said journal box being mounted in said arm forlimited movement with respect thereto.

3. A truck for a rail vehicle comprising a bolster for supporting thebody of a vehicle, a frame structure from which said bolster issuspended, a tubular housing adjustably xed to said frame structure andextending laterally of the truck from side to side thereof andconstituting a crossframe member of said frame structure, a shaftextending axially within said housing, a resilient torsion bushingbetween said housing and said shaft, said bushing being nxed to saidhousing and said Shaft for torsional flexing, a rail wheel, and an armadjustably fixed to said shaft and having a journal box for engaging theaxle of said wheel, said journal box being separated from said arm by aresilient mounting adapted to be deflected by shear loading.

4. A truck for a rail vehicle comprising a bolster for supporting thebody of a vehicle, a frame structure comprising a pair of laterallyspaced side frame members from which said bolster is suspended, a pairof tubular housings extending from one side frame to the other andadjustably secured thereto, said housings comprising means for spacingsaid side frames from each other, a shaft extending axially within oneof said housings, a resilient torsion bushing between said housing andsaid shaft, said bushing being xed to said housing and said shaft fortorsional flexing, a rail wheel, and an arm fixed to said shaft andhaving a journal box for engaging an axle of said wheel.

5. A truck for a rail vehicle comprising a bolster for supporting thebody of a vehicle, a frame structure comprising a pair of laterallyspaced side frame members from which said bolster is suspended, a pairof tubular housings extending from one side frame to the other andadjustably secured thereto, said housings comprising substantially theentire means for spacing said side frames from each other and bracingthe same, a shaft extending axial'y within one of said housings, aresilient torsion bushing between said housing and said shaft, saidbushing being fixed to said housing andsaid shaft for torsional flexing,a rail wheel, and an arm xed to said shaft and having a journal box forengaging an axle of said wheel, said arm being adjacent one of said sideframes, and the adjacent side frame having means for guiding said arm.

6. A truck for1 a rail vehicle comprising a bolster for supporting thebody of a vehicle, a frame structure comprising a pair of laterallyspaced side frame members from which said bolster is suspended, a pairof tubular housings extending vfrom one side frame to the other andadjustably secured thereto, said housings comprising means for spacingsaid side frames from each other, resilient torsion bushings securedwithin each end of each housing, a shaft secured within one of saidbushings and extending axially of said housing, a rail wheel having anaxle, and an arm secured to a projecting end of said shaft, said armhaving means for engaging the axle of said wheel to transmit the vehicleload to said wheel from said bolster.

',7. A truck for a rail vehicle, said truck comprising a rail wheel, aframe structure, and a tor- Sion spring structure for transmitting loadfrom said housing about said shaft and mounted to sustain said load bytorsional stress of said material.

8. A truck for a rail vehicle lcomprising rail wheels, a pair of sideframe members, a pair of tubular frame members spaced-apart fore and aftof the truck and extending from a side frame member to the other andsecured to both, shafts in said tubular frame members, arm structuresconnecting said shafts with said wheels,-

bodies of resilient rubber-like material mounted between said shafts andsaid tubular frame members for resisting Wheel deflection by torsionalstress on said material, and a bolster structure swung in the framebetween said tubular frame members.

9. A truck for a rail Vehicle, said truck comprising an axle'having railwheels secured thereto, a frame structure, and a torsion springstructure vconstituting the sole means for transmitting the load fromsaid frame structure to said axle, said torsionA spring structureycomprising a tubular rotatably adjustable housing nonrotatably securedto said frame structure and extending from side to side thereof andconstituting a principal cross-frame member of said frame structure, ashaft extending axially of and within said housing, a body of resilientrubber-like material within said housing about said shaft and mounted tosustain said load by torsional stress of said material, and an armsecured to an end of said shaft and provided with means for retainingsaid axle.

ALVIN S. KROTZ.

